Internal-combustion engine.



w. SCHENKER. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 4. 1912.

Patented Sept. 25, 1917.

2 SHEETS-SHET I.

W/TMESSES ATTORNEYS 7 7 1 1 H KU 2W Patented Sept.

.- 2 S H E E T S GINE. .1912.

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lNTER APPLICA m opmn v INVENTORI m Qua/a;

WITNESSES WALTER SGHENKER, OF WINTERTHUR, SWITZERLAND, ASSIGNOE, TO BUSCH-tiULZER BROS-DIESEL ENGINE COMPANY, MISSQURI.

OF ST. LOUIS, MISSQURI, A CQItI GL'tMI'ION 531 INTERNAL-COMBUSTION ENGINE.

ea set.

Application filed N ovember 4, 1912.

T aZlw/wm it may concern Be it known that I, l/VALTER SoHENKnR, engineer, a citizen of the Republic of Switzerland, residing at \Vinterthur, Canton of Zurich, Switzerland, have invented certain new and useful Improvements in or Relating to Internal Combustion Engines, of

which the following is a full, true, and conr plete specification.

This invention relates to apparatus for 1niecting oil fuel into the cylinders of inter- 'nal combustion engines, in which the fuel is introduced into the highly compressed combustion air by means of a jet of compressed air. In combustion engines intended to work with heavy fuels such as tar 011, fuels with heavy asphaltum basis, tars, etc., it is well known to introducea small quantity of some readily inflammable hydrocarbon before beginning to admit the heavy fuel, ignition being started in this way. The light or readily inflammable fuel ignites directly it enters the engine cylinder and thus raises the temperature of the contents of the cylinder. The higher temperature thus generated, and which can be regulated at will by varying the quantity of the light starting oil is then sufficient to accelerate the combustion of the heavy fuel subsequently introduced. This method was used by Diesel, Reichenbach and Capitaine.

For instance in the prior British patent specification of Diesel No. 4243 of 1895, it was proposed to employ two kinds of fuel in such englnes, a light or readily inflammable fuel being used for facilitating or insuring the inflammation of a heavier oil used for drivingthe engine in normal working. Reichenbach' in his German patent No. 143073 of 1901 suggested to introduce a readily inflammable gaseous or liquid fuel to raise the combustion air to the temperature necessary to ignite the heavier normal working fuel, and Caputame writing 011 the subject in 1907 proposed that a small quantity of readily inflammable liquid fuel may be introduced through a special device or through the same nozzle through which the normal heavier fuel is afterward introduced, to obtain a flame into which the heavy oil is subsequently injected.

Specification of Letters Patent.

Patented 12911;.

Serial No. 729,452.

The apparatus at present in use for carry-- 111g out these known methods of startiifig, have certain drawbacks, the chief of which is that the readily inflammable fuel, which is first introduced, is not completely atom ized as it passes into the cylinder 6., it admitted in the prevents rapid combustion and this is particularly the case when this preliminary fuel is introduced directly in front of the 'valve opening'within the nozzle through a duct being cut off from separate duct, this the chamber of the nozzle during the injection period and therefore affording no direct communication with the space above the atomizer. The requisite preliminary igni tion and increase of temperature are not obtaincd sufliciently quickly in this way and another disadvantage consequent to these arrangements and which the object of this invention is to overcome is that a large quantity of ignition fuel is necessary.

According to this invention both kinds of fuel, that is to say, not only the easily inflammable ignition fuel but also the heavier normal working fuel are thoroughly atomized each separately and in proportion to its quantity. The drawbacks of the old constructions in which proper atomizing of the ignition fuel is not effected are thus avoided. The atomizing according to this invention takes place in such a manner that either form of large drops which latter case the dimensions of the compressed air supply ducts which are in permanent communication with each other, are such that they correspond to the quantity of injection air required. As a result not only is the ignition fuel introduced into the cylinder more quickly, but further a smaller quantity of theexpensive ignition fuel is required.

In the accompanying drawings,

Figure 1 is an end. elevation (partly in section) of a Diesel engine having a fuel admission device according to this invention.

Fig. 2 is a vertical section, on an enlarged scale, of one form of fuel atomizing device, and

Fig. 3 is a similar view of a modified con struction also according to this invention.

In Fig. .1 a Diesel engine is shown having a working cylinder at. The power developed by the combustion, is transmitted to the crank shaft b-which can be used for driving electric generators, pumps, line shafting or the like. Pumps 0 and d operating in the usual manner are provided to inject fuel into the highly compressed combustion air,

which is heated by the high compression.

The fuel required (both the starting or ignition fuel and the working fuel) is conveyed by the fuel pump 6 which has two plungers, or two pumps 0 may be provided. From the injection-air pumps 0 and (l, as well as from the fuel pump or pumps 0, pipes f, or g and it, lead to the fuel valve mounted in the cylinder cover 2' of the engine. This fuel valve 70 is operated by means of the lever Z actuated by the cam disk m, which is mounted on a spindle n driven from the crank shaft 1).

The arrangement of the fuel supply device is such that both kinds of fuel are thoroughly atomized each separately and in proportion to its quantity, which purpose, as already stated, can be effected intwo ways. The chief point is that the small quantity of ignition fuel which is to be injected into the cylinder ahead of the working fuel must travel a shorter distance than the working fuel. The arrangement may be such that either the ignition fuel has to traverse only a portion of the atomizer, or thetwo fuels may be brought into contact with the injection air at different points, that is to say, at different distances from the combustion chamber, in which case a separate compressed air supply duct is carried to each fuel supply point. devices, these different ducts (and therefore also the points at which the working and ignition fuel are introduced and the space above the atomizer) are in permanent communication with each other. The correct quantity of injection or atomizing air admitted through each compressed air duct is determined by forming these ducts of suitable dimensions.

Fig. 2 is a section through such a device, shown at 0 in Fig. 1, for introducing the fuel. The ignition fuel, without passin through the nozzlechamber p is supplied through the pipe ZL, while the working fuel is supplied through the pipe y. The compressed air for introducing the ignition fuel, as well as the working fuel, is conveyed by Unlike the well known.

sleeve 70 the duct 7) leading to the valve chamber and .65 I

rangement the connections between the ignition fuel supply passage h and the atomizer, are such-that ignition fuel is atomized in the different parts of the atomizer in accordance with the quantity introduced. In the construction illustrated, there are three inlets s, I. and a through which ignition fuel from the pipe k can enter the atomizing device. The size of these openings .9, t and u is such that, according to the quantity introduced, there is produced a definite distribution of the fuel in the atomizer, which can easily be determined for instance by experiment. When there is a small quantity of ignition fuel it will pass into the atomizer only through the lowest opening 14, and perhaps also through the central opening 6, while in the case of a larger quantity of fuel, discharge from the pipe 72. takes place through all the openings 8, t and u. Fur- The quantity of-fuel, that is to say, both of ignition fuel and of working fuel, can be regulated by adjusting the fuel pump. This regulation can be effected by hand, or a governor 1 on the engine may control the regulation automatically in the usual way.

It will be understood that the valve stem 7s closes the orifice 1- of the fuel valve except when the fuel is being injected. This valve stem is properly supported in the upper part of the valve casing and in a The atomizing means, as shown herein, consists of a series of perforated disks or washers 70 surrounding the stem, as usual, but any equivalent means for atomizing or subdividing the liquid fuel can of jcourse be used in its stead.

What is claimed as new is:

Fuel injection means for combustion engines employing two fuels, comprising a valve casing having an exit opening to the engine,a single valve plug member cooperative therewith, means in said casing affording a staggered passage for fuel and air, means for supplying working fuel to said passage, and means for supplying ignition fuel to said passage at n tudinally spaced points opening than the point working fuel,

and means for plurality of longinenrer to said exit of introduction of supplying compressed air individually to the respective points of introduction of the of fuel.

two kinds I In testimony whereof, I have signed this specification in the presence of two wit- IIUSSGH.

WALTER SCHENKER. Witnesses:

CARL GUBLER, AUGUST 'RUEGG. 

